Electric train control.



L. L FlLlTi.

ELECTRIC TRAIN CQNTROI..

APPLmATloN msn ma. 11. 1914.

L. 1. HLITTI.

ELECTRIC mm comm.

APPLICATION FILED HAR. l, 19N.

BSHEUS-SHEE 3.

LJWY f @Hoff/nag LEONARD J. FILITTI, OF ALBANY, NEW YORK ELECTRIC TRAIN'CONTROL.

Specification of Letters Patent.`

Patented 'June 8, 1915.

A Application filed March 17, 1914. Serial No. 825,313.

The invention relates to an electric train v .and with' contactshoesarranged between the' rails which are energized in the automaticfenergizetion of the system, combined with me Ve controlled bytheContact sections for actuating the signals and means controlled by thecontact shoes for governing the travel of the train. -v y s Theinvention in the preferred form of details will be described in thefollowing specivcation,reference being had particularly to ,thevaccompanying drawings, in which Figure 1 is a diagrammatic View illus-'tratiiig the application of the system, a sign al block only beingshown. Fig. 2 is an yenlarged diagrammatic view illustratingparticularly the means for controlling the travel of the train. Fig. 3is an enlarged sectional View through the easing showing the" means forcontrolling thel signal switches.' Fig. 4 is section on line 44 of Fig.2. Fig. 5 is a section on line 5-5 of Fig. 2. F ig. 6 is a diagrammaticview illustrating the contact wheels carried by the locomotive. Fig. 7is a broken elevation of one of the moving'rails showing the applicationthereto ofthe contact section.

Referring particularly to the iccompany` ing drawings, the improvedsystem is provided with rails 1 and 2 of the trackway and with what Iwill hereinafter term the contact sections. T bese sections which arein'- .sulated from the rail, are set into the rail so as to forni` ineffect a part of the tread portion thereof, as clearly shown in Fig. 7.Two of such sectirins are arranged at the respective ends' of the blockon the rail k1, saidy sections being hereinafter denoted as 3 and e, 5anche @as et auch sections is 1o.

' spective cnergizations.

cated at each end of the block on the rail 2, such sections beingreferred to hereinafter as 7 and 8. The sections 7 and 8 are of greaterlength than the remaining sections and are preferably arranged in therail 2 beyond -the opposing two sections of the opposite rail. Thereforeat each end of the, block 'there are three contact rsections, two

in one rail and one in the other, it being understood of course that sofar as the described` control is concerned each block is completeinitself and constructed in accordancewith the description' herein.Intermediate the rails 1 and 2 at the end ofeach block are 'a pair ofcontact shoes, said shoes being of considerable 4length and-f beingwholly free of electrical connection with the section s.v In the blockshown the shoes at one end are numberedf) and 10 and at the opposite end11 and 12. v

Line wires 13 and 14 extend lengthwise vthe trackway-to be protected,said wires be'- ing energizedfrom anysuitable source and.`

constitute an opening circuit extending throughout the lengthjofsuchtrackway. At an appropriate point in each block is ar ranged a casing 15within which is mounted signal control apparatus, and while I have.shown and will describe a. preferred type of such apparatus, it istog-The understood that I contemplate any accepted electrical or me-Within the casing is mounted a shaft 16 geared to opposing motors 17 and18 adapted to reversely actuate the shaft in their re- Secured liiponthe shaft 16 is a controlled disk 19 cohnected to opposing links 20 and21 to signal controlled switches 22 and r23. The switch 22 is a threeplate switch, while the switch 23 is a two plate switch. The links 2Oand 21 are so tchanical equivalents for the details shown.

connected to the disk that in the rotationl of the latter under theinfluence of the motors, the switches are revei'sely operated, that isone is closed, while the other is open.

To prevent overturning of the disk, the

latter is provided vwith projections 24 to which are loosely connectedrods 25 adapted to pa through openings in the bar 26 fixed in thecasing, the rods being headed below the bar. the disk in eitherdirection is limited to just insure a full closing of the particularswitch being operated. At the respective ends'of lthe block are arrangedsignals off/any preferred type, illustrated in the present By this meansthe movement of -in electrical connection with the conductors tor18,`Which it will be understood, controls 'respect to" their position onthe locomotive and to each other, and are so located that when one ofthe Wheels is in contact with the section 5- for example, the opposiingwheel will be in contact with the section 3. The wheels operate inthenature of the moving' switch to complete the various circuits as thetrain advances, as will later appear.

An. additional set of contact Wheels, 63, insulated Jfrom each other,are mounted on an appropriate part of the train structure for coperationwith the contact shoe, the former set of contact Wheels 63, 64, beinghereinafter referred to as signal Contact wheels, While the latter set67,- 67 are hereinafter referred to as the control Contact Wheels.Mounted at an appropriate point on the locomotive is a motor 69electrically connected through conductors 70, 71 with stance asincandescent lamps, the signals including danger signals 27,cautionsignals 28 and clear signals 29. The respective signals at eachend of the block are in circuit,- that is the clear signals 29 are incircuit through conductors,l 30,'the caution signals 28 are in circuitthrough conductors 31, and the danger signals 27 are in circuit throughconductors 32.v Furthermore, the caution signals at one `end ot theblock are in circuitthrough conductors 33, 34, With the clear signals ofthe next block in'rear. The respective points of the switch 22, as 35,37 and 36 are in circuit with the signals, the points 35 and 36 being incircuit with the caution signals, that is 'the conductors 31, 'While thepoint'37 is in circuit With one of the conductors 30, the opposingconductor 30 leading to the caution signal of the block in advance aspreviously explained, that is continued as conductor 33, the return con#ductor 34 ot such caution signal, of the block in advance leading to theblade 38 of the switch 22, which cooperates with the point 37. The blade39 of the switch 22 which cooperates with the point 36 is in particularcirc'uit through a conductor 40 vwith one of the mains, as 13, While'theblade 41 of the switch 22is in circuit through a conductor 42 with theremaining main 14. The respective blades 43, 44, of the switch 23 are incircuit by conductors 45, 46 With the respective mains 13 and 14, andthe points 47, 48 of such switch 23 are in -circuit through conductors4l) and 50 with the contact shoes 11 and 12. The shoes 11 and 12 arerespectively in electrical connection through track Wires, 51, 52 withthe shoes 9 and 10 at the opposing ends ofthe block. The conductors 32of the danger signals are motor is connected through a suitable ysprocket 72 and chain 72 with the peripheral connected thereto link 74connected through the medium of the rod 75 with the roller 76 adaptedfor travel'in upper and lower guide Ways -77 fixed on the locomotive. Achain or other flexible connection 7 3 is lined to the roller axle andto the valve lever 73 adapted in operation to vent the train pipe S0 toset the brakes. The disk 73 has" an opposite hub 81 to which is securedone endof the ilegible connection 82 adapted to pass over1 the idler 83and terminally connected to the locking doglevcr 34 and by the ine'-'85. Therefore as the disk 73 is operated, the train pipe is Vented andthe throttle 4lever shifted to cut oli" the power) An auxiliary signalcircuit is arranged in the locomotive including conductors 86, 87, incircuit with the conductors 70 and 71 and leading through an appropriateswitch 88 to the signal such as a'lamp 89. The switch 38 operates to cutoil' the power from the contact shoe to the motor 69 and allows thecngineer to turn on power and release the brakes WhenA the ContactlWheels 67, 63 are in contact with the shoes 9 and 10 or 11. and 12. lfpreferred, the shaft 16 may be pro vided with a belt connection 9() forthe operaticnof the superimposed shaft 91 carrying the 'semaphore orothersignal alarm 32.

In operation, it will be understood ,thatl the switch 22 is normallyclosed, so that the clear and caution signals are energized in 49 and 50through conductors 53, 54, so that when the switch'23 is closed theenergy of the mains is utilized inthe dangerv signal circuit, as Well asfor energizing the lContact shoes 9, 10, 11 and 12. l

The Contact sections 3 and 6 are through conductors 55 and 56 inelectrical connection with the conductor 57 leading to one side 'of' themotor 17, which motor it will stood controls the switch 22, While'th'etact sections 4 and 5 are through conductors 58 and 59 in electricalconnection with the conductor'60 leading to one side of the mothe switch23. The sections 7 and 8 are through conductors 61 and 62 in electricalconnection With the main or line .wire 14.

Arranged in the train are contact Wheels 63, 64 in electrical connectionthrough condoctors 65, 66 preferably joined by plug and socketconnection to peiunittheir separation when desired. The Wheels 63, 64,which constitute the contact Wheels, are fixed with solutely cleartrack. A train enteringthe block 'will cause the signal contact Wheels63, 64, 'to simultaneously engage the contact sections 5 and. Thiscompletes the circuit through the line Wires 13 and V14, and the motor13, the circuit being line Wire 14, sec-A tion 8, Wheel 64, vconductors66, 65, wheel 63, section 5, conductor 59, conductor 60, motor 18 andthe conductor from thel motor to the dium of such connection to thethrottle lever z the respective Contact Wheels 67, 68. The

toothed disk 73 which disk has eccentrically each block, this conditionindicating an abinici line wire 18. 22 opens and the Witch :23 isclosed. 3y the closing of the switch 9,3 the danger signals 527 areenergized and the slices 9? l0, li and'l?l also energized. itat thistime a train is in electrical. contact with. the remote pair of slicesof the adjacent block, a circuit is completed through the revepectivecontact wheels 67, (3S offtlie lecoinetrve with the elle :t te energizethe signalA 8f). It the engineer dees not promptly conv trol his trainin response tu such signal, continued operation et the motor (l) willclose the throttle and set the air brakes. As the particular trainnieves outctl the lilcclf the Wheels er signal contacts (53, (il willengage the sections 3 and ceinpleting the circ-nit and the motor 1T andcloning` the switch 2:2 and opening the switch This operationreiiergizcs the caution and clear sig'iials of the biet-l; and cuts outthe danger signal. As the particular 'train reaches the sections 5 and 8of the next block and operates 0r opensthe switch 22 thereof such switchbraking (continuity of the caution signal circuit of that block willsimultaneensljlr break the circnitincluding;r conductors 33, 34,reaching hack te the clear signal of the pre cedintgl block. The clearsignal will le e tinguislied, learingT the caution signal visible untilthe particular train *has reclosed the switch et' that particular block,which will clear up the preceding block by restciing the clear signalthereto.

It will ce apparent from the alieredc- -scripticn that ,l have provideda means whereby the signals are automatically controlletl by thetraveling train and at. the saine time an independent control system isautomatically energized te take care of an advancingr or followingtrain.

ii/hat is claimed is:--

l. A track arranged in blocks, a series of ,een Y signals including aclear lamp? a caution lamp, and a danger lamp arranged at the terminal.et each block, mains energized freni a .remote source, conductorsleading treni the mains to cachet said signals of each series`r a switchsimultaneously cent-relling the cica' and caution signals of each:serien a second switch controlling the rdanger signal ct each series,and eppossed nicters for actimtingv the switchesy andtracl carriedcontacts at the respective ends el the blocks electrially connected teand ccntrolling` said meters, the clear lamp of one 'nlccl being inseries with the caution lamp cf the block in advance.

,il track arranged in blocks, a series cf signals,including a clearlamp7 a caution lamp. and a danger lamp arranged at the tcri'ninal Otcach black, n'lains energized troni a remote scarce. conductors leadingfrom' the mains to each cf said signals of cach Series, a switchsimultaneousl)7 controlling the clear and cantien'lan'ip of' eachSeries, a .second switch contrcllingsthe danger signal of each series,and upposed motors, links connected thereto for actuating the switchesand contacts at the rcsiirective ends et' the blocks vfor controllingsaid meters, control n'leanscarricd by the track travelingr vehicle,spaced contacts arranged bet\ \'cen the tracks and normally energizediti-(nn the mains, and circuit closing elements carried by thc rehicleand engaging .said last nientiencd contacts te cperate the train controlmeans.

ln testinmny whereof l allix iny 'signature in presence of twowitnesses.

LEONARD J. FILTTI. VWitnesses Bnix'ien lnnznn7 Finn). Enynzii.

